OMS
OMS
OMS
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Gulfstream IV
OPERATING MANUAL
SUBJECT PAGE
GENERAL ................................................................................................................ 1
Introduction ......................................................................................................... 1
ONE ENGINE INOPERATIVE CRUISE SPEED ...................................................... 3
TAKEOFF LINE-UP ALLOWANCE.......................................................................... 3
TAKEOFF ON CONTAMINATED RUNWAYS.......................................................... 3
Runway Surface Contamination ........................................................................ 4
REFERENCE ACCELERATE-STOP DISTANCE ................................................. 6
FLAPS 20°................................................................................................................... 6
FLAPS 10°................................................................................................................... 7
REFERENCE ACCELERATE-GO DISTANCE ..................................................... 8
FLAPS 20°................................................................................................................... 8
FLAPS 10°................................................................................................................... 9
CLIMB GRADIENT CORRECTIONS
FOR BANK ANGLES GREATER THAN 15 DEGREES......................................... 11
FLAPS 20° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
FLAPS 10° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
GO-AROUND GRADIENT LIMIT WEIGHT
FOR DECISION HEIGHTS LESS THAN 200 FEET............................................... 13
MAXIMUM ALLOWABLE LANDING GROSS
WEIGHT PERMITTED BY CATEGORY II OPERATIONS.................................. 14
APPROACH FLAPS 39°, ANTI-ICING OFF............................................................... 14
APPROACH FLAPS 39°, COWL ANTI-ICING ON..................................................... 15
APPROACH FLAPS 39°, COWL AND WING ANTI-ICING ON ................................. 16
LANDING - DRY, WET OR CONTAMINATED RUNWAYS.................................... 17
JAR-OPS LANDING DISTANCE......................................................................... 18
FLAPS 39°, ANTI-SKID SYSTEM OPERATIVE ........................................................ 18
FLAPS 39°, ANTI-SKID SYSTEM INOPERATIVE..................................................... 19
FLAPS 20°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 20
FLAPS 10°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 21
FLAPS 0°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 22
GENERAL
Introduction:
This GIV Operating Manual Supplement is provided for compliance with the
requirements of Joint Aviation Requirements (JAR-OPS 1) per the Joint Aviation
Authorities. By reason of overriding Joint Aviation Authority requirements, this
supplement is not totally suitable for complying with United States Federal
Aviation Regulations.
Data provided in this supplement must be attached to the GIV Operating Manual
for JAR operations, and used in lieu of similar FAA-approved data seen in the
basic GIV Operating Manual. For all Limitations, Procedures and Performance not
contained in this supplement, consult the basic GIV Operating Manual.
The operator should refer to the Preflight Planning and Performance Section of the Gulfstream
IV Operating Manual for the one-engine inoperative cruise speed capabilities based on maximum
continuous thrust. The information supplied will satisfy the requirement of JAR-OPS
1.485(a)(2).
The takeoff line-up allowance of the airplane is 100 ft and should be considered whenever
required takeoff field length is close to the distance available. This allowance is somewhat
conservative because it is larger than the actual minimum turning radius of 39.58 feet between
the main and nose landing gears when the nose gear is turned at the maximum steering angle.
Differential braking and asymmetric thrust should be used to achieve a minimal turn radius.
Takeoff distances required as computed using the GIV AFM do not include a line-up allowance.
Hence, the takeoff line-up allowance of 100 feet should be subtracted from the actual runway
length to determine the takeoff distance available.
Takeoff distances computed using accelerate-go and accelerate-stop charts provided in the basic
GIV AFM make no allowance for wet or contaminated runways. Hence, the related AFM text
and charts seen in the Performance Section of the AFM are replaced by the following, revised
text and charts.
The Reference Accelerate-Go chart for 20° flaps provides adjustment grids to modify the actual
runway length available for runway clearway and slope, tailwind, cowl anti-icing bleeds on, cowl
and wing anti-icing bleeds on and RSC (runway surface contamination depth in equivalent inches
of water). The Reference Accelerate-Go chart for 10° flaps provides similar adjustment grids to
those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff with 10° flaps is
prohibited in significant RSC depth.
The Reference Accelerate-Stop chart for 20° flaps provides adjustment grids that modify the
accelerate-stop distance available (actual runway length plus stopway) to account for runway
slope, tailwind, cowl and wing anti-icing bleeds on, anti-skid system inoperative, RSC and RCR
(runway condition reading). Runway length adjustment for the use of cowl anti-icing is indicated
by the note on this chart. The Reference Accelerate-Stop chart for 10° flaps provides adjustment
grids similar to those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff
with 10° flaps is prohibited in significant RSC depth. Takeoff with 10° flaps is also prohibited
when the anti-skid system or automatic ground spoilers are inoperative.
Dry 23 Good
Wet 12 Medium
Icy 5 Poor
If the runway surface contamination (RSC) is of significant depth, the contamination depths may
be given as an RSC value (stated as equivalent water depth in tenths of an inch). Precipitation
depths of various contaminants equated to RSC value are seen below:
Takeoffs should not be attempted through areas of standing water more than 1.0 inch (2.54 cm)
that may produce engine flameout due to water ingestion. The air start ignition must be selected
"ON" for takeoff and landing on runways with standing water, slush or snow. Other limiting
conditions that must be observed for takeoffs when RSC is of significant depth are as follow:
1. Average level of RSC not greater than 0.3 (equivalent water depth in inches)
2. Runway ambient temperature not greater than ISA+20°C
3. Minimum takeoff decision speed not less than V1/VR = 0.80
4. Rated Takeoff Thrust (i.e., no reduced power takeoffs)
5. Flaps at 20° only
6. Anti-skid system operative
7. Automatic ground spoilers operative
8. Runway slope not greater than 1%
9. No Tailwind
NOTE: For RSC greater than 0.0, use RCR Wet correction (RCR = 12) in addition to RSC
correction in the flaps 20° Reference Accelerate – Stop Distance chart.
The following example (refer to basic GIV AFM charts as necessary) illustrates a takeoff
performance computation on a wet, contaminated runway.
Example: Determine if field length limited for a given gross weight. If not limited by field
length, determine the possible range for V1/VR.
Solution:
A. Enter the Flaps 20° MAXIMUM ALLOWABLE TAKEOFF GROSS WEIGHT
chart at -5°C (see AFM), read right to the pressure altitude of 6000 feet and down to
an intercept with the takeoff gross weight of 63,000 pounds (28,580 kg).
B. At the Step A intercept, read an effective runway length required of 5300 feet
(1615 m).
C. Enter the Flaps 20° REFERENCE ACCELERATE-STOP DISTANCE chart with:
Accelerate-stop distance available = 11,100 feet (10,700 + 400) (3384 m)
Determine the reference accelerate-stop distance = 6450 feet (1967 m).
D. Enter the Flaps 20° REFERENCE ACCELERATE-GO DISTANCE chart with:
Available Runway Length = 10,700 feet (3262 m)
Determine the reference accelerate-go distance = 6500 feet (1982 m).
E. Enter the Flaps 20° RUNWAY LENGTH AND V1 ADJUSTMENTS chart (see
AFM) with the effective runway length = 5300 feet (1615 m). Any V1/VR ratio
along this line can be selected if it results in reference accelerate-stop and
accelerate-go distances less than those determined in steps C and D of this example.
V1/VR can range from 0.85 to 1.00. Refer to AFM Performance Section for
subsequent takeoff planning.
NOTE: Lower values of V1/VR can be used to reduce wear on the brakes if a stop is
necessary. For obstacle clearance, higher values of V1 may be used to reduce the
reference accelerate-go distance which determines reference zero. Moving the
reference zero point closer to brake release results in a greater horizontal distance
in which to clear the obstacle. See AFM Performance Section for limitations on
V1.
The performance of the airplane in a steady banked turn which can be carried out in the takeoff
second segment is presented in the following tables as a gradient decrement. This decrement is
applied to the 400 foot net gradient obtained from the Available Net Gradient Takeoff
o
Second
Segment Climb chart. The speed increments shown for bank angles greater than 15 are to assure
that adequate stall margins are maintained during the turn. Interpolation should be used for bank
angles between those shown in the tables, or the next higher bank angle can be used for an easier
and more conservative solution.
o
EXAMPLE: Determine the available 400 foot net gradient for a 23 steady banked turn during
the takeoff second segment.
o
Given: Airport Ambient Temperature .................................................................................. -5 C
Airport Pressure Altitude .................................................................................. 6000 feeto
Flaps ............................................................................................................................ 20
Takeoff gross weight ............................................................ 72,000 pounds (32,659 kg)
Headwind.............................................................................................................10 knots
Cowl Anti-Icing ......................................................................................................... ON
Solution:
A. Determine
o
non-banked available 400 foot net gradient from the
Flaps 20 AVAILABLE NET GRADIENT, TAKEOFF SECOND
SEGMENT CLIMB chart equal to 3.52%.
o o
B. Determine from the Flaps 20 table
o
the gradient correction for a 20
bank is 0.76%. Likewise, the 25 bank correction is 1.14%.
o
C. Find the 23 bank correction by interpolation as follows:
Correction = (1.14 - 0.76) x (23 - 20) / (25 - 20) + 0.76 = 0.99%
D. Compute the available 400 foot net gradient = 3.52 - 0.99 = 2.53%
The more conservative approacho would be to use the next higher bank angle to obtain the
correction. In this example the 25 bank correction is 1.14% and the resulting available 400 foot
net gradient would be = 3.52 - 1.14 = 2.38%.
o
FLAPS 20 GRADIENT CORRECTION FOR STEADY BANKED TURN:
o
FLAPS 10 GRADIENT CORRECTION FOR STEADY BANKED TURN:
NOTE: Maximum landing weights established from the charts may be further limited in
accordance with SECTION 1 - LIMITATIONS.
Applicable Conditions:
Landing distances seen in the basic GIV FAA AFM are identified as landing distance (which is
unfactored, actual computed distance), and landing field lengths identified as intended
destination (dry), intended destination (wet) and alternate destination (wet & dry). The FAA
landing field lengths are computed distances that were increased by prescribed FAA adjustment
factors (1.67 for dry and 1.92 for wet) that are essentially equivalent to JAR-OPS 1 requirements
for dry and wet runways. Hence, landing charts from the basic GIV FAA AFM have been used
to produce JAR-OPS landing distances provided in the following charts, with an exception
relating to landing distance on an icy runway. Special limitations and conditions relating to
landing on icy runways are discussed below, but general conditions and procedures applicable to
normal and abnormal landings and discussed in the basic GIV FAA AFM should also be referred
to for JAR landing operations. Note that while there is some beneficial retardation due to RSC
(runway surface contamination) depths when present, no credit was taken for RSC depth and no
RSC correction grids are required for landing distances.
Landing distances on icy runways are computed distances that were factored by 1.15 in
accordance JAR-OPS 1 requirements. Computed distances are based on a very low braking
coefficient of 0.05 (wet ice) with or without credit for reverse thrust. Because of the significant
additional risks of landing on contaminated runways, landings on contaminated runways should
be avoided when maximum reverse thrust is not available on both engines. The following
additional considerations shall apply when landing on a contaminated runway:
Example: Determine JAR landing distances for a normal flap (39°) landing on dry, wet, or icy
runways.
SUBJECT PAGE
GENERAL ................................................................................................................ 1
Introduction ......................................................................................................... 1
ONE ENGINE INOPERATIVE CRUISE SPEED ...................................................... 3
TAKEOFF LINE-UP ALLOWANCE.......................................................................... 3
TAKEOFF ON CONTAMINATED RUNWAYS.......................................................... 3
Runway Surface Contamination ........................................................................ 4
REFERENCE ACCELERATE-STOP DISTANCE ................................................. 6
FLAPS 20°................................................................................................................... 6
FLAPS 10°................................................................................................................... 7
REFERENCE ACCELERATE-GO DISTANCE ..................................................... 8
FLAPS 20°................................................................................................................... 8
FLAPS 10°................................................................................................................... 9
CLIMB GRADIENT CORRECTIONS
FOR BANK ANGLES GREATER THAN 15 DEGREES......................................... 11
FLAPS 20° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
FLAPS 10° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
GO-AROUND GRADIENT LIMIT WEIGHT
FOR DECISION HEIGHTS LESS THAN 200 FEET............................................... 13
MAXIMUM ALLOWABLE LANDING GROSS
WEIGHT PERMITTED BY CATEGORY II OPERATIONS.................................. 14
APPROACH FLAPS 39°, ANTI-ICING OFF............................................................... 14
APPROACH FLAPS 39°, COWL ANTI-ICING ON..................................................... 15
APPROACH FLAPS 39°, COWL AND WING ANTI-ICING ON ................................. 16
LANDING - DRY, WET OR CONTAMINATED RUNWAYS.................................... 17
JAR-OPS LANDING DISTANCE......................................................................... 18
FLAPS 39°, ANTI-SKID SYSTEM OPERATIVE ........................................................ 18
FLAPS 39°, ANTI-SKID SYSTEM INOPERATIVE..................................................... 19
FLAPS 20°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 20
FLAPS 10°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 21
FLAPS 0°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 22
GENERAL
Introduction:
This GIV Operating Manual Supplement is provided for compliance with the
requirements of Joint Aviation Requirements (JAR-OPS 1) per the Joint Aviation
Authorities. By reason of overriding Joint Aviation Authority requirements, this
supplement is not totally suitable for complying with United States Federal
Aviation Regulations.
Data provided in this supplement must be attached to the GIV(SP) Operating
Manual for JAR operations, and used in lieu of similar FAA-approved data seen in
the basic GIV(SP) Operating Manual. For all Limitations, Procedures and
Performance not contained in this supplement, consult the basic GIV(SP)
Operating Manual.
The operator should refer to the Preflight Planning and Performance Section of the Gulfstream
IV Operating Manual for the one-engine inoperative cruise speed capabilities based on maximum
continuous thrust. The information supplied will satisfy the requirement of JAR-OPS
1.485(a)(2).
The takeoff line-up allowance of the airplane is 100 ft and should be considered whenever
required takeoff field length is close to the distance available. This allowance is somewhat
conservative because it is larger than the actual minimum turning radius of 39.58 feet between
the main and nose landing gears when the nose gear is turned at the maximum steering angle.
Differential braking and asymmetric thrust should be used to achieve a minimal turn radius.
Takeoff distances required as computed using the GIV AFM do not include a line-up allowance.
Hence, the takeoff line-up allowance of 100 feet should be subtracted from the actual runway
length to determine the takeoff distance available.
Takeoff distances computed using accelerate-go and accelerate-stop charts provided in the basic
GIV AFM make no allowance for wet or contaminated runways. Hence, the related AFM text
and charts seen in the Performance Section of the AFM are replaced by the following, revised
text and charts.
The Reference Accelerate-Go chart for 20° flaps provides adjustment grids to modify the actual
runway length available for runway clearway and slope, tailwind, cowl anti-icing bleeds on, cowl
and wing anti-icing bleeds on and RSC (runway surface contamination depth in equivalent inches
of water). The Reference Accelerate-Go chart for 10° flaps provides similar adjustment grids to
those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff with 10° flaps is
prohibited in significant RSC depth.
The Reference Accelerate-Stop chart for 20° flaps provides adjustment grids that modify the
accelerate-stop distance available (actual runway length plus stopway) to account for runway
slope, tailwind, cowl and wing anti-icing bleeds on, anti-skid system inoperative, RSC and RCR
(runway condition reading). Runway length adjustment for the use of cowl anti-icing is indicated
by the note on this chart. The Reference Accelerate-Stop chart for 10° flaps provides adjustment
grids similar to those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff
with 10° flaps is prohibited in significant RSC depth. Takeoff with 10° flaps is also prohibited
when the anti-skid system or automatic ground spoilers are inoperative.
Dry 23 Good
Wet 12 Medium
Icy 5 Poor
If the runway surface contamination (RSC) is of significant depth, the contamination depths may
be given as an RSC value (stated as equivalent water depth in tenths of an inch). Precipitation
depths of various contaminants equated to RSC value are seen below:
Takeoffs should not be attempted through areas of standing water more than 1.0 inch (2.54 cm)
that may produce engine flameout due to water ingestion. The air start ignition must be selected
"ON" for takeoff and landing on runways with standing water, slush or snow. Other limiting
conditions that must be observed for takeoffs when RSC is of significant depth are as follow:
1. Average level of RSC not greater than 0.3 (equivalent water depth in inches)
2. Runway ambient temperature not greater than ISA+20°C
3. Minimum takeoff decision speed not less than V1/VR = 0.80
4. Rated Takeoff Thrust (i.e., no reduced power takeoffs)
5. Flaps at 20° only
6. Anti-skid system operative
7. Automatic ground spoilers operative
8. Runway slope not greater than 1%
9. No Tailwind
NOTE: For RSC greater than 0.0, use RCR Wet correction (RCR = 12) in addition to RSC
correction in the flaps 20° Reference Accelerate – Stop Distance chart.
The following example (refer to basic GIV AFM charts as necessary) illustrates a takeoff
performance computation on a wet, contaminated runway.
Example: Determine if field length limited for a given gross weight. If not limited by field
length, determine the possible range for V1/VR.
Solution:
A. Enter the Flaps 20° MAXIMUM ALLOWABLE TAKEOFF GROSS WEIGHT
chart at -5°C (see AFM), read right to the pressure altitude of 6000 feet and down to
an intercept with the takeoff gross weight of 63,000 pounds (28,580 kg).
B. At the Step A intercept, read an effective runway length required of 5300 feet
(1615 m).
C. Enter the Flaps 20° REFERENCE ACCELERATE-STOP DISTANCE chart with:
Accelerate-stop distance available = 11,100 feet (10,700 + 400) (3384 m)
Determine the reference accelerate-stop distance = 6450 feet (1967 m).
D. Enter the Flaps 20° REFERENCE ACCELERATE-GO DISTANCE chart with:
Available Runway Length = 10,700 feet (3262 m)
Determine the reference accelerate-go distance = 6500 feet (1982 m).
E. Enter the Flaps 20° RUNWAY LENGTH AND V1 ADJUSTMENTS chart (see
AFM) with the effective runway length = 5300 feet (1615 m). Any V1/VR ratio
along this line can be selected if it results in reference accelerate-stop and
accelerate-go distances less than those determined in steps C and D of this example.
V1/VR can range from 0.85 to 1.00. Refer to AFM Performance Section for
subsequent takeoff planning.
NOTE: Lower values of V1/VR can be used to reduce wear on the brakes if a stop is
necessary. For obstacle clearance, higher values of V1 may be used to reduce the
reference accelerate-go distance which determines reference zero. Moving the
reference zero point closer to brake release results in a greater horizontal distance
in which to clear the obstacle. See AFM Performance Section for limitations on
V1.
The performance of the airplane in a steady banked turn which can be carried out in the takeoff
second segment is presented in the following tables as a gradient decrement. This decrement is
applied to the 400 foot net gradient obtained from the Available Net Gradient Takeoff
o
Second
Segment Climb chart. The speed increments shown for bank angles greater than 15 are to assure
that adequate stall margins are maintained during the turn. Interpolation should be used for bank
angles between those shown in the tables, or the next higher bank angle can be used for an easier
and more conservative solution.
o
EXAMPLE: Determine the available 400 foot net gradient for a 23 steady banked turn during
the takeoff second segment.
o
Given: Airport Ambient Temperature .................................................................................. -5 C
Airport Pressure Altitude .................................................................................. 6000 feeto
Flaps ............................................................................................................................ 20
Takeoff gross weight ............................................................ 72,000 pounds (32,659 kg)
Headwind.............................................................................................................10 knots
Cowl Anti-Icing ......................................................................................................... ON
Solution:
A. Determine
o
non-banked available 400 foot net gradient from the
Flaps 20 AVAILABLE NET GRADIENT, TAKEOFF SECOND
SEGMENT CLIMB chart equal to 3.52%.
o o
B. Determine from the Flaps 20 table
o
the gradient correction for a 20
bank is 0.76%. Likewise, the 25 bank correction is 1.14%.
o
C. Find the 23 bank correction by interpolation as follows:
Correction = (1.14 - 0.76) x (23 - 20) / (25 - 20) + 0.76 = 0.99%
D. Compute the available 400 foot net gradient = 3.52 - 0.99 = 2.53%
The more conservative approacho would be to use the next higher bank angle to obtain the
correction. In this example the 25 bank correction is 1.14% and the resulting available 400 foot
net gradient would be = 3.52 - 1.14 = 2.38%.
o
FLAPS 20 GRADIENT CORRECTION FOR STEADY BANKED TURN:
o
FLAPS 10 GRADIENT CORRECTION FOR STEADY BANKED TURN:
NOTE: Maximum landing weights established from the charts may be further limited in
accordance with SECTION 1 - LIMITATIONS.
Applicable Conditions:
Landing distances seen in the basic GIV FAA AFM are identified as landing distance (which is
unfactored, actual computed distance), and landing field lengths identified as intended
destination (dry), intended destination (wet) and alternate destination (wet & dry). The FAA
landing field lengths are computed distances that were increased by prescribed FAA adjustment
factors (1.67 for dry and 1.92 for wet) that are essentially equivalent to JAR-OPS 1 requirements
for dry and wet runways. Hence, landing charts from the basic GIV FAA AFM have been used
to produce JAR-OPS landing distances provided in the following charts, with an exception
relating to landing distance on an icy runway. Special limitations and conditions relating to
landing on icy runways are discussed below, but general conditions and procedures applicable to
normal and abnormal landings and discussed in the basic GIV FAA AFM should also be referred
to for JAR landing operations. Note that while there is some beneficial retardation due to RSC
(runway surface contamination) depths when present, no credit was taken for RSC depth and no
RSC correction grids are required for landing distances.
Landing distances on icy runways are computed distances that were factored by 1.15 in
accordance JAR-OPS 1 requirements. Computed distances are based on a very low braking
coefficient of 0.05 (wet ice) with or without credit for reverse thrust. Because of the significant
additional risks of landing on contaminated runways, landings on contaminated runways should
be avoided when maximum reverse thrust is not available on both engines. The following
additional considerations shall apply when landing on a contaminated runway:
Example: Determine JAR landing distances for a normal flap (39°) landing on dry, wet, or icy
runways.
LOG OF REVISIONS
Rev. Pages
Description of Revision Date
No. Revised
TABLE OF CONTENTS
SUBJECT PAGE
BACKGROUND .............................................................................. 1
INTRODUCTION ............................................................................. 1
BACKGROUND
EU-OPS 1.235 requires that operators establish operating procedures
for noise abatement during instrument flight operations in compliance
with ICAO PAN OPS Volume 1 (Doc 8168-Ops/611). Additionally, the
takeoff climb procedures for noise abatement specified for any one
airplane type should be the same for all airports. This Supplement
applies to all GIV airplanes with SPZ-8000 avionics operated under
EU-OPS 1.
INTRODUCTION
This supplement provides operating procedures for noise abatement
takeoff and climb procedures. Two noise abatement climb
procedures are presented along with considerations for engine failure
occurring during takeoff or while in the climb segment. The first
procedure which alleviates noise close to the departure airport is
referred to as Noise Abatement Departure Procedure 1 (NADP 1).
The second procedure which alleviates noise more distant from the
departure airport is referred to as Noise Abatement Departure
Procedure 2 (NADP 2). Finally, Standard Departure Procedure
guidance is offered as an alternative procedure that was
demonstrated during certification of the airplanes to which this
Supplement applies.
It is the Operator’s responsibility to be aware that certain airports
require specific noise abatement procedures to be followed which
differ slightly from the NADP 1 profile. These airports include but are
not limited to LFPO, LFPB, LSGG, LSZH, and URRR. Operators
should refer to the appropriate Noise Abatement or Airport Briefing
pages in the air navigation manuals for these special procedures.
OPERATIONAL LIMITATIONS
General
a. Noise abatement procedures based on this Supplement should
not be flown if noise benefits cannot be expected.
b. The pilot-in-command has the authority to decide not to execute
a noise abatement departure procedure if conditions preclude
the safe execution of the procedure.
Takeoff
Noise abatement procedures in the form of FLEX power takeoff
should not be required in adverse operating conditions including
when the following conditions exist:
a. Contaminated runway surface conditions including snow, slush,
ice, or standing water, or by mud, rubber, oil or other
substances.
b. Surface visibility is less than 1.9 km (1 NM)
c. Crosswind component, including gusts, exceeds 28 km/h (15 kt)
d. Tail wind component, including gusts, exceeds 9 km/h (5 kt), and
e. Windshear conditions have been reported or forecast or when
thunderstorms are expected to affect the approach or departure.
Note: The use of FLEX (reduced) power for takeoff is permitted with
cowl anti-ice selected on for takeoff.
Departure Climb
The standard airplane operating procedures ensure that safety of
flight operations is maintained while minimizing exposure to noise of
the ground. The following requirements need to be satisfied:
a. Noise abatement procedures shall not be executed below a
height of 240 m (800 ft) above airport elevation;
b. The noise abatement procedure specified by an Operator for any
one airplane type should be the same for all airports;
c. To minimize the impact on training while maintaining some
flexibility to address variations in the location of noise sensitive
areas, sufficient commonality shall exist between the departure
procedures specified by the Operator. There will be no more
than two departure procedures to be used by one Operator for
an airplane type, one of which should be identified as the normal
departure procedure, and the other as the noise abatement
departure procedure;
d. Normal departure procedures typically include general noise
reduction measures which encompass one of the two examples
shown under Noise Abatement Departure Climb Guidance;
General
Airplane operating procedures for the take-off climb shall ensure that
the necessary safety of flight operations is maintained while
minimizing exposure to noise on the ground. The following two
examples of operating procedures for the climb have been developed
as guidance and are considered safe when the criteria listed above
are satisfied. The first procedure (NADP 1) is intended to provide
noise reduction for noise sensitive areas in close proximity to the
departure end of the runway. The second procedure (NADP 2)
provides noise reduction to areas more distant from the runway end.
The two procedures differ by whether the acceleration segment for
flap retraction is initiated prior to reaching the maximum prescribed
height or initiated at the maximum prescribed height.
Note: The indicated airspeed for the initial climb portion of the
departure prior to the acceleration segment is to be flown at a climb
speed of V2+10 to 20 kt.
General
All takeoff performance in the Airplane Flight Manual assumes that an
engine fails at or after V1. With this in mind, should an engine fail at
or after V1, the PF should follow the AFM procedures for an engine
failure during takeoff.
a. Maintain directional control.
b. After a positive rate of climb is established, call for gear retraction.
c. Climb at V2 to V2+10 kt until a minimum of 450 m (1,500 ft)
above the departure airport elevation before commencing the
Engine Failure Checklist. Should any turns be required as
mandated by ATC for terrain or traffic or as mandated by the
Standard Instrument Departure Procedure for terrain clearance
or airspace limitations, maintain a minimum speed of V2 to
V2+10 kt while in the turn.
Table A-1
LOG OF REVISIONS
Rev. Pages
Description of Revision Date
No. Revised
REVISION 2 GIV-OMS-05
Nov 12/18 FRONT MATTER Page i
OPERATING MANUAL SUPPLEMENT
GIV-OMS-05 FOR GIV, G400, AND G300 AIRPLANES
TABLE OF CONTENTS
SUBJECT PAGE
1. Preface .................................................................................... 1
2. Introduction ............................................................................ 1
3. ATS Facilities Notification (AFN) .......................................... 2
4. Automatic Dependent Surveillance (ADS) .......................... 3
5. References .............................................................................. 4
6. Compliance with DO-258A .................................................... 5
7. Approval for NAT Operation ................................................. 5
8. Approval for Oceanic and Remote Operation ..................... 5
9. Authorization for Use of FANS 1/A Data Link ..................... 5
10. Preflight Considerations ....................................................... 6
11. Inflight Considerations .......................................................... 6
GIV-OMS-05 REVISION 2
Page ii FRONT MATTER Nov 12/18
OPERATING MANUAL SUPPLEMENT
FOR GIV, G400, AND G300 AIRPLANES GIV-OMS-05
REVISION 2 GIV-OMS-05
Nov 12/18 Page 1
OPERATING MANUAL SUPPLEMENT
GIV-OMS-05 FOR GIV, G400, AND G300 AIRPLANES
GIV-OMS-05 REVISION 2
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5. References
The following references provide additional information and
guidance material on FANS 1/A operation.
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A. Communications Functions
1) The aircrew should verify operation of these functions
throughout the flight:
• VHF datalink, when in a region with VHF coverage
• Transition to SATCOM when exiting VHF coverage
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B. CDU Interface
1) The Master FMS is the displayed FMS on the coupled side
(left or right). The Master FMS determines which CDU is the
primary interface choice when interacting with CPDLC
Uplinks. Consideration should be given to the FMS
Operating mode such as Dual, Initiated Transfer, etc. when
determining which CDU is selected for the CPDLC/ADS-C
interface. For example, if the FMS’s are in Independent
mode, only the Master FMS shall be used for CPDLC/
ADS-C.
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C. AFN Logon
1) Initial Logon:
Fifteen to 45 minutes prior to entering the FIR boundary
(some FIRs may have reduced time windows) the flight crew
should initiate an AFN Logon. For flights departing from
airports adjacent to, or underlying CPDLC/ADS-C Airspace,
the pilot should logon prior to departure (within the time
requirement) or after departure and above 10,000 feet.
For logon, the flight crew should enter the four character
ICAO identifier for the initial FIR/OCA (the first oceanic
region) using Honeywell GDC Services Reference Guide
CMU for Aircraft with Airline Modifiable Information (AMI)
PN69001246-5XX and 69002682-5XX.
D. ADS Contracts
When ATC transmits an ADS contract(s), the ADS status
changes to ACTIVE on the ATC LOGON/STATUS page. When
ADS is ACTIVE, the ADS REVIEW prompt is displayed on the
ATC INDEX. See Honeywell GDC Services Reference Guide
CMU for Aircraft with Airline Modifiable Information (AMI)
PN69001246-5XX and 69002682-5XX.
ADS Periodic (e.g. MET data) and Event (e.g. WPT CHG)
Contracts can be viewed on the ADS REVIEW pages. See
Honeywell GDC Services Reference Guide CMU for Aircraft
with Airline Modifiable Information (AMI) PN69001246-5XX and
69002682-5XX.
NOTE: An individual FIR/OCA may issue multiple ADS contracts.
Refer to Appendix E of the Gold Manual for AFN LOGO information.
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E. Emergency Operation
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FLIGHT OPERATIONS
Operating Manual Supplement
For GIV Through G550 Airplanes
Basic Issue
December 5, 2006
LOG OF REVISIONS
Rev. Pages
Description of Revision Date
No. Revised
TABLE OF CONTENTS
SUBJECT PAGE
General ............................................................................................1
Introduction.................................................................................1
Scope .........................................................................................1
Applicability ................................................................................1
Incorporation ..............................................................................1
General.......................................................................................1
Section 1: Limitations....................................................................2
GENERAL
Introduction
This Operating Manual Supplement (OMS) provides information for
takeoff and landing operations of the Gulfstream aircraft in ambient
temperature conditions colder than those delineated in the Airplane
Flight Manual, Limitations section, shown in the figure titled
ALTITUDE/TEMPERATURE OPERATING ENVELOPE. This
supplement removes minimum temperature limits for takeoff and
landing, contingent on following the procedures specified herein.
Scope
The procedures contained in this OMS have neither been flight-
tested nor demonstrated to any regulatory agency. This OMS pro-
vides “best practices” guidance from Gulfstream Flight Operations.
Applicability
This supplement applies to the following “large cabin” Gulfstream
airplanes, specifically the commercial series GIV, G300, G400,
G350, G450, GV, G500 and G550.
Incorporation
Operators wishing to incorporate this data should place this
supplement in the “Operating Manual Supplements” section of their
Airplane Flight Manual.
NOTE: Airplane Flight Manual (AFM) section numbers, as
mentioned in this OMS, may vary depending on model. All
sections, however, are included in each AFM.
General
Extreme cold temperatures, below those specified in the aircraft’s
normal operating envelope may affect normal operations in the
following areas: performance calculations, performance computer
operation, engine operations, autothrottle operation, and aircraft
climb performance.
SECTION 0: PREFACE
This supplement has been prepared by the Gulfstream Aerospace
Corporation for use by operators who wish to perform takeoff and
landing operations in extreme cold ambient temperature conditions
and provides the manufacturer’s recommendations for these
operations.
SECTION 1: LIMITATIONS
Section 1, Limitations, Altitude/Temperature Operating Envelope is
amended to show the minimum temperature limits as -70° C
(GIV/G300/G400/G350/G450) and -80° C (GV/G500/G550) at all
altitudes, provided procedures in this supplement are complied
with.
SECTION 5: PERFORMANCE
No change.
LOG OF REVISIONS
Rev. Pages
Description of Revision Date
No. Revised
TABLE OF CONTENTS
SUBJECT PAGE
BACKGROUND .............................................................................. 1
INTRODUCTION ............................................................................. 1
BACKGROUND
EU-OPS 1.235 requires that operators establish operating procedures
for noise abatement during instrument flight operations in compliance
with ICAO PAN OPS Volume 1 (Doc 8168-Ops/611). Additionally, the
takeoff climb procedures for noise abatement specified for any one
airplane type should be the same for all airports. This Supplement
applies to all GIV (G300/400) with SPZ-8400 avionics, GV, G350/450,
and G500/550 airplanes operated under EU-OPS 1.
INTRODUCTION
This supplement provides operating procedures for noise abatement
takeoff and climb procedures. Two noise abatement climb
procedures are presented along with considerations for engine failure
occurring during takeoff or while in the climb segment. The first
procedure which alleviates noise close to the departure airport is
referred to as Noise Abatement Departure Procedure 1 (NADP 1).
The second procedure which alleviates noise more distant from the
departure airport is referred to as Noise Abatement Departure
Procedure 2 (NADP 2). Finally, Standard Departure Procedure
guidance is offered as an alternative procedure that was
demonstrated during certification of the airplanes to which this
Supplement applies.
It is the Operator’s responsibility to be aware that certain airports
require specific noise abatement procedures to be followed which
differ slightly from the NADP 1 profile. These airports include but are
not limited to LFPO, LFPB, LSGG, LSZH, and URRR. Operators
should refer to the appropriate Noise Abatement or Airport Briefing
pages in the air navigation manuals for these special procedures.
OPERATIONAL LIMITATIONS
General
a. Noise abatement procedures based on this Supplement should
not be flown if noise benefits cannot be expected.
b. The pilot-in-command has the authority to decide not to execute
a noise abatement departure procedure if conditions preclude
the safe execution of the procedure.
Takeoff
Noise abatement procedures in the form of FLEX power takeoff
should not be required in adverse operating conditions including
when the following conditions exist:
a. Contaminated runway surface conditions including snow, slush,
ice, or standing water, or by mud, rubber, oil or other
substances.
b. Surface visibility is less than 1.9 km (1 NM)
c. Crosswind component, including gusts, exceeds 28 km/h (15 kt)
d. Tail wind component, including gusts, exceeds 9 km/h (5 kt), and
e. Windshear conditions have been reported or forecast or when
thunderstorms are expected to affect the approach or departure.
Note: The use of FLEX (reduced) power for takeoff is permitted with
cowl anti-ice selected on for takeoff.
Departure Climb
The standard airplane operating procedures ensure that safety of
flight operations is maintained while minimizing exposure to noise of
the ground. The following requirements need to be satisfied:
a. Noise abatement procedures shall not be executed below a
height of 240 m (800 ft) above airport elevation;
b. The noise abatement procedure specified by an Operator for any
one airplane type should be the same for all airports;
c. To minimize the impact on training while maintaining some
flexibility to address variations in the location of noise sensitive
areas, sufficient commonality shall exist between the departure
procedures specified by the Operator. There will be no more
than two departure procedures to be used by one Operator for
an airplane type, one of which should be identified as the normal
departure procedure, and the other as the noise abatement
departure procedure;
d. Normal departure procedures typically include general noise
reduction measures which encompass one of the two examples
shown under Noise Abatement Departure Climb Guidance;
General
Airplane operating procedures for the take-off climb shall ensure that
the necessary safety of flight operations is maintained while
minimizing exposure to noise on the ground. The following two
examples of operating procedures for the climb have been developed
as guidance and are considered safe when the criteria listed above
are satisfied. The first procedure (NADP 1) is intended to provide
noise reduction for noise sensitive areas in close proximity to the
departure end of the runway. The second procedure (NADP 2)
provides noise reduction to areas more distant from the runway end.
The two procedures differ by whether the acceleration segment for
flap retraction is initiated prior to reaching the maximum prescribed
height or initiated at the maximum prescribed height.
Note: The indicated airspeed for the initial climb portion of the
departure prior to the acceleration segment is to be flown at a climb
speed of V2+10 to 20 kt.
a. After takeoff from the departure airport, the initial climb speed
shall not be less than V2+10 kt. Actual aircraft speed will be
V2+10 kt or higher as a factor of normal rotation rates at any
takeoff weight.
b. On reaching an altitude at or above 240 m (800 ft) above
departure airport level, select MANual under the Guidance Panel
Speed window then select climb power by selecting VNAV or
FLCH on the Guidance Panel. The autothrottle will then adjust
power to the climb rating. Maintain a climb speed of V2+10 to 20
kt with flaps in the take-off configuration. Should the Standard
Instrument Departure Procedure require a turn any time during
the departure, maintain a minimum speed of V2+10 kt while in
the turn.
Note: The use of VNAV is at the discretion of the PIC. Selecting
VNAV has two benefits. The first is that when VNAV is selected,
the vertical mode becomes VFLCH. The second benefit is that
use of VNAV/VFLCH will ease compliance with published SID
altitudes and reduce the probability of altitude excursions when
climbing at high rates of climb.
c. At no more than an altitude equivalent to 900 m (3,000 ft) above
departure airport level, while maintaining a positive rate of climb,
deselect MANual under the Guidance Panel Speed window and
accelerate and retract flaps on schedule. Limit bank angles to
15 degrees while the flaps are retracting until reaching a speed
greater than VREF on the speed tape.
d. At 900 m (3,000 ft) above departure airport level, transition to
normal en-route climb speed.
General
All takeoff performance in the Airplane Flight Manual assumes that an
engine fails at or after V1. With this in mind, should an engine fail at
or after V1, the PF should follow the AFM procedures for an engine
failure during takeoff.
a. Maintain directional control.
b. After a positive rate of climb is established, call for gear retraction.
c. Climb at V2 to V2+10 kt until a minimum of 450 m (1,500 ft)
above the departure airport elevation before commencing the
Engine Failure Checklist. Should any turns be required as
mandated by ATC for terrain or traffic or as mandated by the
Standard Instrument Departure Procedure for terrain clearance
or airspace limitations, maintain a minimum speed of V2 to
V2+10 kt while in the turn.
Table A-1